Conversion valve



June 24, 1930. A. MOORE 9 CONVERS ION VALVE Original Filed Jan. 8, 1923 2/ 1/ [a I 2. I

1 .59 3d I [m I I I 4/ 2 -40 IN VEN TOR Patented June 24, 1930 UNITED STATES PATENT OFFICE ARLINGTON MOORE, OF NEW YORK, N. Y., ASSIGNOR, BY MESNE ASSIGNMENTS, TO

MAXMOOR CORPORATION, OF NEW YORK, N. Y., A CORPORATION OF DELAWARE CONVERSION VALVE Application filed January 8, 1923, Serial No. 611,391. Renewed October 23,1929.

In my priorcopending application Serial No. 598,051, filed Oct. 30, 1922, patented August 10, 1926, No. 1,595,113, I have described and claimed a conversion valve for supplying air to the intake manifold of an internal combustion engine at a point between the carburetor and engine cylinders, in order to supply additional air for compression when the engine is converted from its usual function into a gaseous fluid compressor for operating as a brake, and also for supplying additional air when the engine is performing its normal function of serving as a source of power.

The present invention com n'ises improve ments upon and additions to the disclosure of my said prior application.

According to the present invention provision is made for a dual heating of the air admitted to the manifold by the exhaust gases, such heating being accomplished in the first place by making use of a heat conducting member exposed to the heat of the exhaust gases for heating the air as it passes to the manifold; and in the second place by actual mixture of a part of the hot exhaust gases with the air during its passage to the manifold, and preferably the portion of the exhaust gases supplied to be admixed with the air passage to the manifold is caused to travel through a passage provided in the heat conducting member, whereby heat is delivered to the latter through a substantial part of its length, to be given up to the incoming air. It is obvious that heated air can be drawn from around the exhaust manifold and conducted through this heat conducting member in much the same way and instead of the exhaust gases thereby obtaining substantially the same results.

Another feature of the invention consists in the provision of a double valve comprising two valve parts connected to move together, one controlling the admission of air and the other the admission of hot exhaust gases.

Other and related features of my invention will appear in connection with the following description.

In the drawings Fig. 1 is a plan view of the valve casing. Fig. 2 is a longitudinal central sectional view and Fig. 3 is a fragmentary part sectional view showing the application of my improved device in an automobile.

The valve casing 10 is mounted on the exhaust conduit, as the exhaust manifold or the exhaust pipe 11. In the form shown, the threaded boss 12 is screwed into the opening 13 in the exhaust pipe 11. A good heat conducting member 14, as of copper, for example, extends from the interior of the exhaust pipe to the interior of the valve casing. In the form shown, the heat conducting member 14 has the form of a thick walled copper tube and passes through the bore 15 of boss 12, being held in place by a set screw 16. The bore 17 of tubular member 1 1 is enlarged at the intake end 18 about as shown to facilitate entry of gases into same, and the bore 17 is closed at the opposite end, as by plug 17 and a laterally extending port 19 is formed in the side of member 14 and in communication with the bore 17 thereof and terminates in a valve seat 20.

The hollow casing 10, in the form shown, is made in two parts, 21 and 22, screw threaded together at 23. The member 21 carries the boss 12 and receives the heat conductor let extending practically across the passage 28 therein, so as to be encountered by and deliver heat to the incoming air. This casing portion 21 has a pipe 24 connected thereto leading to the intake manifold 25 of internal combustion motor 26 at a point beyond the carburetor 27, that is to say, between the carburetor and the engine. Casing member 21 is preferablv nmvid d on it top with the shallow well 28 adapted to receive fluids, such as kerosene for flushing or cleaning the engine and a valve 29 controls a port 30 leading thereform to the interior of casing 10.

The end of casing member 21 toward mem ber 22 is formed with a valve seat 31 in line with the valve seat 20 in the heat conducting member 14. A valve member 32 comprises two separated valves 33 and 8 1, which control the air port 35 and exhaust gas port 19 respectively. Other forms of interconnected valves may be used, but that shown has the advan tage of great simplicity. The valve member 32 is held closed as by spring 36 and is held in alignment by suitable means, such as the valve stem 37 passing through the guide 38. Air is admitted to the air port 35 through the open end of casing member 22 or through lateral openings 39 therein, or both.

A plurality of operating means is provided for valve member 3:2. In the form shown, a lever 40 is pivoted thereto at about the middle thereof, as indicated at 41, and the ends of lever 40 are received in slots 42 and 43, the inner ends 44 and 45 of such slots serving as stops or abutments for the respective ends of lever 40. Tie pieces 46 and 47 are pivoted to the ends of lever 39 at 48 and 49. The control members are connected to these tie pieces 46 and 47 as by being passed through holes 50 and 51 therein. As shown, tie piece 46 is controlled from a dash push or pull button 52, and tie 47 is connected to move with the throttle, being pulled upon to open valves 33 and 34, when the throttle is opened by throttle lever 53, and closing with the closing of the throttle by lever 53. Means are provided whereby the throttle can be opened at least to a considerable extent without opening valves 33 and 34, and in the form shown, the accelerator lever 54 has a lost motion connection with tie piece 47, whereby the valve member 32 is not moved to open the valves until the accelerator pedal has been moved to a considerable extent in a direction to open the throttle.

The operation of the device, in addition to its use to admit additional air and other gases to secure adequate compression for a compression brake as fully described in my said application Serial No. 598.051, is as follows: When valve member 32 is moved to open valves 33 and 34 air is admitted through port 39, and hot exhaust gases through port 19, and ports 39 and 19 being directed oppositely to one another thorough admixture of air and exhaust gases is secured and the air is heated by the hot exhaust gases commingled therewith and also by the heat conducting member 14 serving to deliver heat directly to the air and also to keep all the neighboring ports hot so as to deliver heat indirectly to the air.

This heated mixture of air and exhaust gases passes into the manifold and is there admixed with the fuel-laden air taken in through the carburetor 27, fully vaporizing the fuel. As a portion of the cylinder charge is thus made up of hot exhaust gases and heated air, the resulting tendency is in the direction of converting the engine into a constant pressure engine. that is to say. the compression of charge taken in when the engine is turning over slowly tends to approach the maximum compression obtained when running with full open throttle, and I find that markedly increased power is obtained at low engine speeds and there is also a substantial, though somewhat less marked, increase in power at high speeds with a very decided de crease in fuel consumption for all speeds as compared with engines not equipped with my improved device.

Selective operation is secured by the various controls described. The valve member 34 can be pulled to any desired extent of opening and left there by manipulating control button 52, or it may be opened to an extent varying with throttle opening by means of lever 53, or it may be left closed for partial throttle opening and opened only with moderately great throttle openings by means of the accelerator pedal 54. When starting a cold motor valve member 32 may be completely closed, and through prompt use of control 52 full benefit of power and economy is available immediately after the motor is started.

\Vhen it is desired to flush the engine, a sufficientcharge of kerosene, chemical carbon remover, water or any fluid beneficial to a motor may he placed in the well 28 (preferably when the engine is hot) and admitted by opening the hand valve 29 to control admission of such fluids at the desired rate. This affords ideal means for priming the motor when starting, and is operated in the same way as when flushing the motor.

It is to be understood that the form shown for illustration only and not for limitation of the invention, and that modifications and changes may he resorted to within the scope of my claims.

I claim:

1. The combination with an internal combustion engine comprising an intake passa a carburetor and an exhaust conduit, 0 a hollow casing communicating with the intake passage, and supported directly on the exhaustconduit and having an opening extending to the interior of the exhaust conduit. an elongated member of high heat conductivity having a portion of its length fitting closely in and extending through said opening and having a portion integral with the first named portion extending substantially transversely of the passage within the ca ing, a passage for hot exhaust gases leading through said conducting member, a valve for the passage in the heatconducting member, a valve for admitting air into the hollow casing, both valves being formed on a single member to move together, and means for actuating said valve member to open and close the valves.

2. The combination with an internal combustion engine comprising an intake conduit, a carburetor, and an exhaust pipe, of a hollow casing supported on the exhaust pipe and having passages communicating with the interior oi: the exhaust pipe and of the intake conduit respectively, said casing also having an inlet passage for air, valved means for controlling the passage from the exhaust pipe, valved means for controlling the air inlet passage, and actuating means for both of said valved means interconnected with the throttle actuating means of the engine.

3. An open ended tubular member of good heat conducting material extending into the exhaust conduit of an internal combustion engine and having its open end exposed within said conduit, a easing into which the opposite end of the tubular member extends, means of communication from said casing to the intake conduit of the internal combustion engine, valved means for controlling the passage from the tube to the casing, and valved means for admitting air into said casing, whereby the air is heated by and commingled with the exhaust gas on its way to the intake conduit.

4. Means for heating air introduced into the intake manifold of an internal combustion engine between the carburetor and engine cylinders, comprising a good heat conducting member having one part exposed to the highly heated engine exhaust gas within the exhaust conduit at a point near the engine cylinders, and another part integral therewith extending within the path of the ingoing air for heating same, and means for supplying exhaust gas through a passage provided in said member with the heated air going to the intake manifold.

5. As a new article of manufacture, a conversion device adapted to be attached to an internal combustion engine as a self-contained accessory and comprising a hollow mixing chamber, a tubular member of good heat conducting material adapted to extend at one end within the exhaust gas conduit and extending at its other end within the chamber in the conversion device, an inlet passage provided in said chamber for admission of air about the tubular member, valved means for controlling the air and hot exhaust gases respectively, and pipe connections between said chamber and the intake manifold of the internal combustion engine, whereby a mixture of hot exhaust gases and heated air is supplied to the intake manifold between the carburetor and the engine cylinders and serves to convert the fuel and air mixture supplied by the carburetor into a substantially homogeneous gaseous state for combustion in the engine cylinders.

6. In apparatus for converting into a state for efiicient combustion the air and fuel mixture delivered by the carburetor of an internal combustion engine, means for supplying to the engine intake pipe beyond the carburetor air heated primarily by direct admixture of exhaust gas therewith, and means including heat radiating metallic surfaces heated by the exhaust gas prior to its admixture with air and over the exterior surfaces whereof the gases are caused to sweep for further heating the mixture prior to the supply thereof to the intake.

7 Apparatus for introducing a mixture of hot exhaust gas and hot air into the intake of an internal combustion engine over the throttle, which comprises a chambered heater enclosed within and spaced from the walls of a casing, the chamber in the heater being in communication with the engine exhaust passage, valved means for admitting into the space within the casing around the heater exhaust gas from within the heater and air from without the casing, and means for leading the mixture thereof from the mixing chamber to the intake and discharging it therein substantially inunediately over the throttle.

8. Apparatus for introducing a mixture of hot exhaust gas and hot air into the intake of an internal combustion engine over the throttle, which comprises a chambered heater enclosed within and spaced from the walls of a casing, the chamber in the heater being in communication with the engine exhaust passage valved means for admitting into the space within the casing around the heater exhaust from within the heater and air from without the casing, and means for leading the mixture thereof from the mixing chamber to the intake.

9. The combination with an internal combustion engine comprising intake and exhaust conduits, of a casing secured between said conduits, and having mixing chamber and passages therefrom communicating with the interior of the exhaust conduit and of the intake conduit respectively; said casing having an air inlet to said mixing chamber, valvular means having portions arranged for jointly controlling the passage of exhaust gas and the passage of air to the mixing chamber, and common means for actuating said portions adjunctively to engine throttling.

10. The combination with an internal combustion en ine comprising intake and exhaust conduits, of a casing secured between said conduits, and having a mixing chamber and passages therefrom communicating with the interior of the exhaust conduit and of the intake conduit respectively; said casing having an air inlet to said mixing chamber, valvular means interposed between said mixing chamber and said exhaust conduit and between said mixing chamber and said air inlet for controlling the passage of exhaust gas and air prior to adm xture thereof, and actuating means for said valvular means in terconnected with the throttle actuating means of the engine.

11. The combination with an internal combustion engine comprising intake and exhaust conduits, or" a casing having a mixing chamber and an air inlet thereto, means of communication between said mixing chamher and said intake conduit, means of comnnmica tion between said exhaust conduit and said mixing chamber; said last named means extending: into said casing in spaced relation to the wall thereof; and serving to heat the contents of said casing by conduction through the wall of said last named means, and means for controlling both the passage of exhaust gas and air to said mixing chamber.

'12. An internal COIlIbUHtlOI] engine comprising a member having a chamber therein, tubular means adapted to extend at one end within the exhaust gas conduit and extending at its other end within said chamber, an inlet to said chamber for the admission of air about said tubular means, valved means for controllingthe hot exhaust gas and air respectively, and means tor conducting the heated mixture of air and exhaust gas to the intake manifold of the internal combustion engine between the throttle and the engine cylinders. whcrcb to convert the fuel and air mixture supplied by the 'arburetor into a substantially homogeneous gaseous state for combusti n in the engine cylinders.

13. In apparatus for modifying the charge material supplied to an internal combustion engine comprising exhaust and intake, a bypass from exhaust to intake beyond the throttle, means for supplying air to said bypass. and a throttle operated valve member common to said bypass and said air supplying means for controlling both the passage of exhaust gas through and of air into said b pass.

In testimony whereof, I have signed my name hereto.

ARLINGTON MOORE. 

